Internal-combustion engine of the revolving-cylinder type.



A. B. E. CHEESEMAN a J. G. FLORENCE. INTERNAL GOMBUSTION ENGINE OF THEREVOLVING CYLINDER TYPE.

APPLIGATION FILBDMAY Z7, 1911. Patented Mar. 5, 1912.

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wr/dam Tfm A. E. E. CHEESEMAN al J. E. ELOEENEE. INTERNAL GOMEUSTIONENGINE of* TEE EEvoLvING CYLINDER TYPE.

Y V APPnLIGATION FILED MAY'27, 1911. 1,01 9,222. j Patented Mar. 5,1912.

' 4 SHEETS-SHEET 2.

A. B. E. CHEESBMAN @L J. G. FLORENCE. INTERNAL GOMBUSTION ENGINE OP THBREVOLVING CYLINDER TYPE.

APPLIUATION FILED MAY 27, 1911. 1,019,222. Patented Mar. 5, 1912.

4 SHEETS-SHEET 3.

fla E9 6" A. B. E. CHEESBMAN. L J. G. FLORENCE. INTERNAL GoMBUsTIoNENGINE 0F THB RBVOLVING CYLINDER TYPE.

APPLIGATIN FILED MAYZ?, 1911.

Patented Mar. 5, 1912.

4 SHEETS-SHEET 4.

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Atty,

CHEESEMAN,

r radiating UNlTED STATESPATENT OFFICE.

VALFRED B. E. GHEESEMAN, OF LONDON, AN D JOSEPH G. FLORENCE, OFWALTHAMSTOW,

ENeLArm.

INTERNAL-COMBUSTION ENGINE 0F THE REVOLVING-CYLINDEB TYPE.

To al?, whom t may concern:

Be it known that we, ALFRED BnYsoN EAST a subject of the King of GreatBritain, residing at 36 Delaware Mansions, Maida Vale, London, andJOSEPH GORDON FLORENCE, a `subject of the King of Great lritain,residing at 125 Coppermill Lane, i TWalthamstoiv, Essex,

England, have invented certain new and useful improvements in orRelating to Internal-Combustion Engines of the Revolving-Cylinder Type,which the following is a specification.

This invention relates to rotary engines of that 'type in which a numberof cylinders revolve, as a unit, around the crank shaft. Hitherto suchtype of engine, While having considerable advantages in the Way ofbalance and lightness, has suffered from various drawbacks as regardsnecessity for compress ing the charge in the crank chamber, and thenpassing it into the cylinder; the use of pumps for supplying fuel to thecylinders; mechanical valves; lubrication; valve actuation, and control,and generally in the way of complications due to the rotation of thecylinders.

Jrecording to the present invention we do not compress the charge in thecrank chamber or use a pump, thereby dispensing with the use of pistonvalves with their attendant drawbacks, among which may be mentioned theexcessive entry of lubricant into the cylinder, the charge accordingtoour invention being intrbduced to the various cylinders from the crankshaft, through a chamber formed or arranged preferably at l closed bythe pistons in vtype commonly i atmosphere in. such way the side of thecylinders and rotating with them. Provision is made for the supply offuel or explosive mixture to the cylinders from this chamber and for theadmissionof air and petrol or other hydrocarbon to the chamber to=form`the explosive mixture, this chamber' being in communication with thethat the explosive mixture is supplied automatically to the cylinders.under pressure produced by the rotation of the cylinders, a fan beingused, ornot, to assist in maintaining or obtaining this pressure. i

lille dispense with mechanical or automatic valves by provid-ing thecylinders with inlet and exhaust ports, which are opened and theirreciprocation in the cylinders," the engine thus being of the known as avalveless engine.

Specification of Letters Patent.

A edV 1n opposition Patented Mar. 5,1912.

Application led May 27, 1911. Serial No. 629,907.

lThus whatever may be the speed of rotation of the cylinders the portswill be opened and closed in a perfectly regular manner, Where-- as 1nengines having spring-controlled valves generally arranged in the headsof the cylin ders, the action of centrifugal force comes into play andcauses the action of the valves to vary with the speed of rotation ofthe cylinders.

`We provide the supply chamber at the side of the cylinders with a trunkfunnel or scoop for the supply of air thereto, and a carbureter may bearranged in the trunk or funnel or in the chamber itself in such mannerthat as the engine rotates airis forced into the chamber, through oraround the carbureter to form, with the fuel introduced through thecarbureter, an explosive mixture, which is then supplied to thecylinders as their inlet ports become uncovered by their respectivepistons. The cylinders work on the two stroke system with the inlet andexhaust ports arranged substantially opposite one another in the `sidesof the cylinders, but they need not necessarily be arranged opposite oneanother.

'The cylinders may exhaust straight into the outer air or a silencer orsilencers may be provided, for instance by arranging a chamber, similarto the fuel supply chamber, on the exhaust side of the engine, Vandproviding it with an outlet funnel or mouth directto theA direction ofrotation of the engine so that a suction action will be created, tendingto assist in the discharge of the exhaust gases, from the cylinders. Theinertia of the gases released from any cylinder will have a scavengingeffect upon the cylinder that opened to exhaust immediately priorthereto, and the exhaust gases will become a form of jet reactiontending to assist the engine to revolve.

`While, in its simpler form,the crank shaft will be stationary, theengine may be constructed so that vthe shaft rotates in the oppositedirection to that of the cylinders.

A small fan or similar feed device may be fitted in the mouth of the airscoop to assist in delivering the air through the trunk and carbureterto the annular chamber, but such fan is not always essential. The mouthof the. scoop is set in the direction of rotation so that as the enginerevolves, air is forced down the scoop through the trunk around orythrough the carbureter, into `the annular chamber,

andthe mixture thus formed is delivered through the ports into thecylinders under pressure produced naturally by the method of scoopingthe air into the trunk as the cylinders revolve. Obviously as the fuelsupply chamber rotates with the vcylinders the supply of fuel, petrolfor instance, must be.

arranged from a central point, and this can be elected 1n various ways.For instance petro may be fed through a bearing of the crank shaftandled through a pipe which' may be integral with the crank chamber, to thevcarbureter fixed' in the inlet trunk. By the means above described, theordinary t pe of inlet and exhaust valves is dise pense with and theengine isworked on a 2-stroke cycle in place of the Otto or 4- strokecycle. Ignition is effected by leads integral with or connected to therevolving parts'and carried through the outer casing of the bearing toor near the periphery thereof, where a 'distributer wipe connected to amagneto or .other electrical source is -pressed by a spring 25' or othermeans against the leads,'or other form of distributer may be arranged.As it is desirable that there should be control of the carbureter, such'control may -be effected by a flexible Wire passing through the casingofthe bearing to a sleeve which can slide upon a spigot extension of thecrank shaft'bearing. The sleeve and flexible wire rotate with theengine. This sleeve may be actuated by a suitable lever attachment. Thethrottle may be kept Open by a spring or other means, and the flexiblewire used only for Aclosing the valve or vice versa. -The carburetercould also be controlled by means of an adjustable lug or ring on, asta- 4'0 tionary part, acting on a lever, projection or otherdevice'connected to the carbureter,

vso that in accordance-with the position of .the adjustable ring orequivalent, the opening 'of the carbureter Will be varied andcontrolled. In the case of a float feed carbureter' being used, or whereit is undesirable to place the carbureter on or in the rotary. part ofthe apparatus, we may arrange the carbureter on a stationarypart, and

lead the petrol supply to the annular chamber. The petrol may be ledtothe spigot extension 'of the crank-shaft bearing by a lixe'd nozzleentering the hollow end through agland and packed stuing box' so as toprevent leakage. The cylinders may be connected up to avsihgle ormultiple crank shaft and may be of any desired number, and caused to'actconsecutively. The whole engine may revolve on two 'main bearings withthe cylinders andA pistons between them, the

main bearings being supportedv upon ball races, and end thrust taken upby ball races.

When the-engine is used for purposes of a,

flying machineawhere screw propelle'rs'or "6.5 tractors are necessary,the vpropellerfor tractor blades may be fitted to the cylinders or tothe cylinder heads.

l/Vc will nowv describe a practical form of the invention,reference'being had to the accompanying drawings7 in which .likereference characters refer to like parts.

Figure 1 is a sectional elevation of a sixcylinder engine according tothe present invention, and Fig. 2 is a side view, partly in section, andFig. 3 is a detail view. Fig. 4' shows, in two half views, sideelevations, partly in section, of parts of the annular chambers formingthe mixing chamber and exhaust chamber respectively, the right handhalfof this figure illustrating the fan and means for driving it.` Fig. 5shows a detail view ofthe automatic means for controlling the speed ofthe fan. Fig. 6 is a sectional detail illustratingmeans for causing thecrank shaft and casing to rotate in opposite directions.

The crank shaft l-of the engine is stationary, its squared end beingmounted in a bearing or dog 8 secured by bolts9 to a .fixed part 16 ofthel engine frame. A

crank casing 34 carrying six cylinders 10 arranged Aradially about thecrankshaft 1 is mounted so as t0v freely revolve around theA eachcylinder is connected' by a rod to the crank, one-of` the connectingrods 2being mounted directly on a bushing 3 on the( crank pin and theother tive connecting rods 6 being mountedon; bushings v7 on gudgeonpins 15 mounted in the forked end of the connecting rod 2, in well knownmanner.

Now in order to avoid the use of ordmary `mechanically operated inletand exhaust valves for the cylinders, we rlui the engine on the tWostroke system, forming inlet and exhaust openings 11 and 12, in thecylinders which'are covered and uncovered as the pistons reciprocate inthe cylinders. As .is usual in this class of engine, a dellector 14is'formed on the piston to prevent the incoming charge from passingstraight across the cylinder to the exhaust which 1s open atapproximatelythe same time.'

In order to provide for v'the int1'oduct1on of the charge tothecylinders as they rotate, We provideon 'one side of the cylinders aclosed casing, here shown in the`form o f a flattened tubular ring 17.This ring may,

however,l be of circular cross section, or the chamber may be formed bya casing, bolted 'to the sides ofthe cylinders, of such conf structionas to provide a substantiallyla'nnular passage/or conduit, communicatingwith the openings 11l in thecylinders. In" Fig. 2 this annular pipe orconduit 1T is shown as secured to the cylinders by' means'of studs andnuts'18. cThis annular chamber is provided witli an airinlet funnel orscoop'19 rotate air is forced down the funnel into the might proceeddirectly from the jet to a box chamber. At about the point where thefunnel merges into the annularch'amber, is arranged a carbureter ormixing `device 20 having a throttle valve 23 `and a petrol jet or passage 22, the valve controlling the inlet and' outle-t of the carburetor.The petrol discharges into the center of the throttle valve and passesthence outwardly, the throttle being in the form of a partlcylinder, theturning of which regulates both the supply of 4fuel and air. However nospecial form of supply and throttle device is claimed in thisapplication, as any suitable form or valve device can be used. Petrol issupplied to the passage 22 by means of a supply pipe 21, which isbrought down and enters the rear end bearing 5 (Fig. 3) of the crankshaft. Here the pipe communicates with a tubular passage 4 formed in theybearing 5, and in its extension Ent the petrol supply passage 4a herebeing in the axial center of the shaft. Leading into'the center of theextension 5' is the fixed petrol supply pipe 47, a suitable stuffing box48 being provided to `'form a tight joint between the rotating part 5and the stationary part 47. It will thus be seen that petrol can besupplied, from any suitable source of supply, through the inlet 47, andthence through the passages 4, 5a and tube 21 to the jet in the chamber17.

It may be mentioned here that although the method described of supplyingfuel to the cylinders is a satisfactory one, it is obvious that it isnot the only way in which' this could be done. Forv instance, a pipe orscoop mounted on the axial extension of the crankshaft bearing, thefixed supply pipe t7 communicating with this box or scoop.Further,instead of supplying petrol, other fuel or gaseous substance ormixture may be provided and supplied to the annular chamber, in whichcase a carburetor inside the funnel or chamber would not be necessary,but a, rich lmixture would be used and the air supply through the funnelwould be so controlled, as by a valve, operated in a similar manner tothe throttle valve of the earbureter, that the'desired strength ofmixture could be obtained and controlled. This rich mixture or vaporwould require so much air that the air throttle would be open to such anextent as to allow the pressure of air in the funnel to act in themanner described as it is essential that the pressure in the aunularchamber must be in excess of that in the cylinder when the admissionports open.

It is desirable to be able to control or regulate the opening of thethrottle valve 23 from the outside, and for this purpose we provide thevalve 'with a pulley 24 to which a control wire 26 is secured, vthevalve being provlded with a suitable spring, which acts against the pullofthe control wire. This Wire is brought down toward the crank shaftbearing and passes parallel to the crank shaft to a sleeve 30 mounted soas to slide on the bearing extension 5a. This sleeve .can turn in a ballthrust cage 32 pivotally mounted in or on a central lever 27, hinged at31 to a fixed part 38 of the frame, and provided lever vin any adjustedposition along'a bar or tube 28. By moving the lever 27, the wire 26 canbe moved backward or `forward as d'esired, the spring on the throttlevalve tendin@V to draw the cage 32 to the left.

annular chamber at a sufficiently high pressure, but when running slowlyit is advisable or necessary to supplement this pressure, and wetherefore provide in the funnel or in the chamber a fan positivelydriven from the outside. A method of effecting this is illustrated inFig. 4. Between lthe annular chamber 17 and its funnel 19 we thediameter of which is approximately equal to the internal diameter of theportion fan is secured to a shaft portion or spindle 50 mounted ,androtatable in a bearing 51 formed or providedin the wall of the chamber17. To this shaft is secured a flexible wire or cat-gut connection 52,attached at its other end to a rotatable spindle 54 mounted in a tubularbearing 53 on the crank casing which rotates with the engines. The endof this shaft 54 carries a friction stationary part of ithe engine. Theresult will be that as the engines, and with them the. annular chamber17,*rotate the friction of the friction roller 55 rotates in a bearing?one with or secured to the casing 34 carrying the cylinders. This rod 58pressed outward by a spring 5i? .so as to cause the l roller 55 to pressagainst its track 56'. Mounted on the bearing sleeve 57 is abellcranklever 6() one arl'u of which lies in a slot G1 formed in the sleeve 57and rod 58, while. its other end is weighted, the device acting as acentrifugal governor. Thus at slow or normal speed the roller 55 willre-` jl main ,in engagement with the trackway 56 with a clamping nut 29for securing the When theV engine is runningat a high?,` speed, the airis driven into the funnel and insert the carbureter and below it a fan49,

of the chamber 17 in which it works.. The

sleeve on the end of a rod or bracket 5S. longitudinally movable in abearing 57 iuv roller 55 which engages a trackway 56 on a roller 55 willrun on the trackway 56 and and rotate continuously and through the 1flexible connection 52 cause thei fan to rotate.

' of or behind the mixing'chamberl` v -1.2 into an annular chamber 12The. Products of combustionpass out the cylinders through 'the exhaustopenings which may .be similar tothe chamber 17, the chamber fend ofthis lead having a 'serted in a metallic socket rotating partsurrounding l2 havingits,- iIi the direction when the .engine isrunning,

as a silencer,

be provided with a separate chamber.-

It now remains to describe how the charge is l fired in each' cylinder.

provided with a sparking to which a lead 16 is connected, the other plugwhich is in- Each cylinder is the crank shaft. Each socket member is inelectrical contact or connection with an insulated contact wire or strip45 in the hub or outer casing of the bearing parallel with the shaft andterminating inl an exposed contact surface 45, There are thus sixcontact surfaces at equal distances apart around the shaft. A stationarydistributer'wiper 44 pressed down by a spring is adapted to comel intocontact successively -With lthese contact .surfaces 45 as the enginerevolves. The wlper 44 is in electrical connection with the high tensionwire from the magneto 39 suitably mounted on the framing of the engine.The magneto is driven by a gear Wheel 42 keyed on its shaft, andengaginga corresponding 'gear Wheel 41 mounted on the rotating tubular bearingpart'of the engine casing, 'and thus the magneto is driven at a speedcorresponding to that of the revolving cylinders.

We have stated that instead of the crank shaft beingy stationa`ry,it mayrevolve in the opposite direction to that of the engine, in

"Wh1ch case we interpose gearing between the crank shaft and therotating casing, so thatt-he two rotate in opposite directions in fixedrelationship. A method 'of effecting *this is shown in Fig. 6. The crankshaft 1 has keyed upon it a toothad wheel a gearing with and driving'anidle-wheel b mounted on the shaft b c .rried by the easing. ThisintermediateA w11 el 'b drives a toothed wheel c keyed on a shaft cwhich has also keyed on it a second toothed wheel d which meshes withand drives-a toothed wheel e secured to the rotatory casing 34 carryingthe cylinders, It will be seen that by the in- `Qutlet opening-1 2 (Fig.4) oppositeito that of the rotation of the cylinders, so that a suctionaction is created, Which assists -in the evacuation of the cy ders. Thischamber may be arranged to act but, if desired, each outlet may plug 18Fig. l)

member 25'in the terposition ofi-the idle lwheel 'b the gear Wheel a andshaft-l rotate in' the opposite direction to. the wheel eand casing 34.`v

If the engine 1s 'used on an aeroplane, the

propellers' or tractors may bebolted or 'otherwise-secured to thecylinders as indi- 'cate'diat 49 in Fig. 2.' In this case or in -othercases the airsupply funnel may. bear' vranged at .theside of the annularchamber insteadof, in line with it.

. What. wel claim and desire to secure by Letters Patentis'z-j l-Amulti-cylinder rotary valveless ltwo- Q'stroke internal combustionengine, comprising'afixed crank shaft, a series of radial cyl- `finders'adapted to -rotate around ysaid crank shaft, .1 Crank pistons in saidcylinders acting on the to and communicating with said cylinders,

v'means for ,introducingr fuel to said chamber,

lthe said chamber havlng an air inlet to the lsupplying' air to the fuelunder atmosphere opening in the direction of rotation of the cylindersfor automatically ressure produced by the' speed of rotation o theeng1ne,substantially 'as described.

shaft, a fuel supply chamber common i 2.- A multi-cylinder rotaryvalveless twostroke internalcombustion engine compris- 1n a iixedcr'ankshaft,.a radial series of cy inders adapted to` rotate. around. said4crank shaft, pistonslin said cylinders actingA on said crank shaft,means for supplying` explosive mixture automatically to the cylindersunder pressure produced by the rotation of the. cylinders, and a fan forincreasing the pressure produced by the rotation of the cylinders.

3. Amulti-cylinder rotary valveless twostroke internal combustion enginecomprising a lixed crank shaft, a` radial series of cylinders rotatingaround said shaft and having pistons acting on said crank shaft, acommon supply chamber for explosiveiuid revolving with and communicatingwith each of said cylinders, said chamber havingl an intake openlng tothe atmosphere facing in the direction of rotation of the engine for thepurpose of lproducing pressure in said chamber, substantially as setforth.

4. A multi-cylinder rotary valveless twostroke internal-combustionengine comprising a xed crank shaft, a lradial series of cylindersadapted to rotate around said crank shaft and having pistons acting onsaid crank shaft, a common supply chamber for explosive fluid revolvingwith and communicating with each of said cylinders, said chamber havingan intake opening to the atmosphere facing in the direction of rotationof the engine for the purpose of ducing pressure in said chamber, andafor increasing the pressure rotation of the cylinders, substantially7 asset forth.

5. A multi-cylinder rotary valveless twofan set forth.

y 6. A multi-cylinder rotary valveless twostroke internal, combustionengine comprising a fixed crank shaft, a radial series of-cylindersadaptedto rotate about said crank shaft, pistons in said cylindersacting on said crank shaft, ports in said cylinders adapted to becovered and uncovered by the lpistons in their reciprocations, anannular lateral supply chamber for explosive fluid revolving with andcommunicating with said cylinders and having an intake opening to theatmosphere facing in the direction of rotation of the engine for thepurpose of producing pressure in said chamber,`and a fan for increasingthe pressure produced by therotation of the cylinders, substantially asset forth.

7. A multi-cylinder lrotary valve'less twostroke internal combustionengine comprising a fixed crank shaft, a radial series of cylindersadapted to rotate about said crank 'shaft and having pistons acting onsaid crank shaft, a commonsupply chamber for explosive Huid revolvingwith and communicating With each of said cylinders, a car- Ibureter insaid chamber, said chamber having an intake opening to the atmospherefacing in the direction of rotation of the engine for the purposeofproducing pressure in said chamber, substantially as set forth.

8. A multi-cylinder rotary valvelessltivostroke internal combustionengine comprising a fixed crank shaft, a radial series of cyl-` indersadapted to rotate about said crank shaftand having pistons acting onsaid crank shaft, a supply chamber for explosive fiuid revolving Withand communicating with said cylinders, a carbureter in said chamber,said chamber having an intake opening to the atmosphere facing in thedirection of rotation of the engine for the purpose of producingpressure in said chamber, and a fan for increasing the pressure pro-.'duced by the rotation of the cylinder, substantially as set forth. A

9. A multi-cylinder rotaryT valveless twostroke internal combustionengine compris'- ing a fixed crank shaft, a radial series of cylindersadapted to rotate about said 'crank shaft and having-pistons acting onsaid crank shaft, an Aannular lateral supply chamber for explosive fluidrevolving with andl communicating with said cylinders, a

sure in said chamber, substantially as set forth.

10. A multi-cylinde rotary valyelcss two-stroke internal combustionengine -`comprising a. fixed crank shaft, a radial .series of cylindersadapted to rot-ate about said" crank shaft Aand having pistons acting onsaid crank shaft, a supply chamber for explosive fluid revolving withand communieating with said cylinders, said chamber having an intakeopening to the atmosphere facing -in the direction o-f rotation of theengine for the purpose of producing presH sure in said chamber, and achamber on the exhaust side of said cylinders and comuninicatingWit-hthe exhaust ports of said cylinders, said chamber having an outletopening facing in a direction opposite to the direction of rotationofthe engine, substantially as set forth. i

11. A multi-cylinder rotary valveless two-'stroke internal combustionengine comprising a fixed crank shaft, a radial series of cylindersadapted to rotate about said crank shaft and having'pistons acting onsaid crank shaft, an annular lateral supply chamber for explosive iiuidrevolving with and communicating with said cylinders, a carbureter insaid chamber, said chamber having an outwardly extending intake pipeprovided with an open erd facing in the direction of rotation of theengine for the purpose of producing pressure in said v chamber, and achamber on the exhaust side of said cylinders and connnunicating withthe exhaust ports of said cylinders and an outlet in saidf'chamberopening in a direction opposite to the direction of rotation `of theengine, substantially set forth.

l2. A multi-cylinder rotary valvcless tivostroke internal combustionengine Acomprising a fixed crank shaft. a radial series of cylindersadapted to rotate about said crank shaft and having pistons acting onsaid crank shaft, a supply chamber for explosive fluid revolving vwithand connnnnicating said crank slraft.v an annular lateral sir-ugly siveuid revolving with and communicating with said cylinders, a carbureterin said chamber,v said chamber having an intake opening to theatmosphere in the-direction of rotation of the engine for the purpose ofproducing pressure in said chamber, and means for supplying the fuelcharge for the carbureter through the crank shaft bearings,substantially as set forth.

15. A multi-cylinder rotary valveless tWcstroke internal combustionengine comprising a fixed crank shaft, a radial series of cylindersadapted to rotate about said crank shaft and having pistons acting onsaid crank shaft, a supply chamber for explosive fluid revolving Withand communicating.

with said cylinders, a carbureter in said chamber, said chamber. havingan intake opening tothe atmosphere in the direction V of rotation "ofthe engine for 'the purpose of producing pressure in said chamber, a fanin said chamber for increasing the pressure produced by the rotation ofthe cylinder, and means for supplying the fuel charge for the-carbureter through the crank shaft bearings, substantially as setforth.

16. A multi-cylinder rotary valveless twostroke internal combustionengine comprising a fixed crank shaft, -a radial series of cylindersadapted to rotate about said crank shaft and having pistons acting onsaid crank shaft, an annular supply chamber for explosive Huid revolvingwith and communicating with said cylinders having an offin the directionof rotation o the engine, a

carbureter in said offset portion, and means for supplying the fuelcharge for the carbureter through the crank shaft bearings,substantially as set forth.

17. Amulticylinder rotary valveless twostroke internal combustion enginecomprising a fixed crank shaft, a radial series of cylinders adapted torotate about said crank shaft and having pistons acting .on Said crankshaft, an annular lateral supply cham' ber for explosive fluid revolvingwith and communicating with said cylinders, said supply chamber havingan offset intake portion opening tothe atmosphere in the direction ofrotation of the engine', a carburetor, in said offset portion, a fan insaid chamber in proximity to the carbureter, and means for supplying-thefuel charge for the carbureter through the crank shaft bearings,substantially as set forth.

18. A multi-'cylinder rotary valveless tvvo-A stroke internal combustionengine vcomprising a fixed crank-shaft, a radial series of cylindersadapted to rotate about said crank shaft and having pistons acting onsaid 'crank shaft, an annular supply chamber for explosive uid revolvingwith and communicating With said cylinders, said chamber having an'offset portion opening to the atmosphere in the direction of rotationof the engine for the purpose ofproducing pressure in said chamber, anannular chamber on the exhaust side of said cylinders and communicatingwith the exhaust ports of said cylinders, said chamber having an olfsetportion provided with a discharge opening in a direction opposite to thedirection of rotation of the engine, substantially as set forth.

In testimony whereof we have affixed our signatures in the presence oftwo Witnesses.

ALFRED B. E. CHEESEMAN. JOSEPH Gr. FLORENCE.v

Witnesses:

vHERBERT-1). JAMESON, lVILLrAM S. QoLLrNs.

Copies of this patent maylbe obtained for ve cents each, by addressin gthe Commissioner of Patents,

Washington, D. C.

